L'étalement urbain et le transport sont deux problématiques prépondérantes à La Réunion. Dans un contexte de forte croissance démographique où le million démographique est prévu pour 2030, la question de l'occupation du sol devient primordiale. Le relief réunionnais présentant des spécificités telles, que presque deux tiers de l'île sont indisponibles à l'urbanisation, la problématique de l'étalement urbain devient de plus en plus importante. Dans le même temps, le réseau routier réunionnais, limité également par le relief, est déjà saturé et la problématique transport occupe une grande place dans les préoccupations en matière d'aménagement, à l'exemple de la Route du Littoral. Ainsi, cette relation transport et aménagement est particulièrement importante. Cette thèse propose ainsi de découvrir, à l'échelle des aires urbaines, les différentes formes d'étalement urbain visibles à la Réunion et s'interrogeant sur d'éventuelles similarités avec des territoires non limités par le relief. En effet, une question est posée : le milieu insulaire favorise-t-il des formes d'étalement spécifiques ? De même, la relation entre transport et étalement urbain est mise en exergue à travers les exemples des trois principales aires urbaines de l'Île : Saint-Denis, Saint-Paul- Le Port et Saint-Pierre. A partir de leur évolution depuis 1990 nous proposons quelques scénarios d'évolution qui permettent d'alerter sur la nécessité d'une approche transport-urbanisme dans les futurs projets d'aménagement de l'Île de La Réunion. / Urban sprawl and transport are two dominating problems in Reunion Island. In a context of strong population growth where the demographic million is planned for 2030, the question of the land use becomes essential. The relief of the island is so difficult, that almost two-thirds of the island are unavailable to urbanization. Thus, the urban sprawl question is becoming increasingly important. At the same time, the road network of Reunion Island is also limited by the relief and already saturated. The transportation problem occupies an important place in the development concerns, like the Route du Littoral. This interaction between transport and planning is particularly important. This thesis proposes to discover, on the scale of urban areas, various forms of urban sprawl visible in Reunion, and questions on possible similarities with territories not limited by relief. Indeed, a question is raised: do the island environment favors specific forms of urban sprawl? Similarly, the relationship between transport and urban sprawl is highlighted through examples of the three main urban areas of the island: Saint-Denis, Saint-Paul- Le Port and Saint-Pierre. From their evolution since 1990, we offer a few evolution scenarios that allow to alert the need for a transportation-planning in future development projects on the island of Reunion Island.

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Os rios Pinheiros e Tietê sempre se destacaram como uma paisagem singular no planalto colinoso sobre o qual se assentou a cidade de São Paulo. Num processo de transformação iniciado ainda no final do século 19 e cujo ápice se deu durante as décadas de 1940 e 1960 - quando estes cursos dágua são então canalizados e retificados, ao mesmo tempo em que vias expressas são construídas em suas margens -, um novo desenho molda as grandes várzeas paulistanas. Com o passar do tempo, novos elementos se juntam a este desenho - pontes, usinas elevatórias, via férrea, edifícios industriais, comerciais, residenciais etc. -, consolidando-o à estrutura da cidade. O caráter estruturador do sistema natural é então intensificado pelas avenidas marginais que, não apenas se adaptam à expansão urbana da capital paulista, como contribuem para a consolidação da região metropolitana. Por outro lado, o centro deste novo desenho - representado pelos próprios rios que, antes da grande mudança, chegaram a apresentar uma relação harmônica com a cidade através do desenvolvimento de práticas sociais em seu leito e em suas margens -, sofre um contínuo processo de contaminação que, somado ao bloqueio provocado pelas próprias vias (avenidas e ferrovia), o isola do traçado urbano. Buscando reverter este quadro, um programa de requalificação é iniciado na década de 1990, visando não apenas à limpeza das águas fluviais, mas também o controle das inundações que ainda hoje assolam a metrópole. Apesar da evidente degradação ambiental, acreditamos, porém, que o desenho formado pelos rios, avenidas marginais e conjunto urbano adjacente - por sua importância físico-geográfica e histórico-cultural - acabou por se constituir num sistema de comunicação visual urbana de caráter primordial à identidade de São Paulo, e dentro do qual os primeiros elementos, por se encontrarem diretamente vinculados ao cerne de criação desse mesmo sistema, se destacam como essenciais, refletindo assim a representatividade da própria cidade. Desse modo, buscamos investigar a confirmação deste fato através de uma análise teórica - enfatizando os projetos e planos desenvolvidos e realizados para as várzeas dos rios Pinheiros e Tietê - e de uma análise prática - enfatizando a importância da inter-relação entre os diversos elementos do sistema e significados presentes em locais estrategicamente escolhidos: foz do rio Tamanduateí, pontes das Bandeiras e Cruzeiro do Sul, estações de trens da CPTM e parque ecológico do Tietê. Para esta última, valemo-nos de procedimentos metodológicos que nos levam a uma leitura semiótica, considerando o sistema como um signo e privilegiando o entendimento da percepção ambiental (nível pragmático) sob um enfoque fenomenológico. Junto a isso, complementam nossa investigação uma análise do desenho natural do sistema em seus diversos níveis de abrangência (metropolitano, regional e nacional) e um histórico do processo de reintegração entre cidades e rios (ou baías e mares) a partir de meados do século 20 nos países desenvolvidos. / The rivers Pinheiros and Tietê have always stood out as a unique landscape on the hilly plateau over which São Paulo has settled. In a process of transformation already begun at the end of the 19th century and whose apex occurred during the 1940s and 1960s decades - when these creeks were channelized and rectified and a pair of urban freeways were built on their banks -, a new design shapes the biggest floodplains of the city. Time after time, new elements - bridges, pumping plants, railway, industrial, commercial and residential buildings, etc. -, are connected to this shape, then fit to the urban fabric. So the structuring character of the natural system is intensified by the marginal avenues3 that, besides adapting themselves to the growth of the city, contribute to the consolidation of the metropolitan region. In the other hand, the centre of this new shape - presented by the rivers themselves that, before the big changing, could create a harmonic relationship with the city by the development of social activities on their bed and banks -, suffered a continuous process of contamination that, added to the blocking provoked by the freeways and the railway, did isolate it from the urban fabric. By trying to reverse this framework, a program of requalification takes place in 1990, aiming to clean the waters as well as controlling the floods that still have been ravaging the metropolis. Though, in spite of this evident environmental degradation, we believe that the shape created by the rivers, the marginal avenues and the urban elements - for its physical-geographic and historical-cultural importance - constituted a urban visual communication system with a primordial character to the identity of São Paulo, and in which the first elements, by being strictly connected to the heart of the creation of this system, stand out as essential for reflecting representations of the city itself. So we intend to investigate the confirmation of this fact by a theoretical analysis - by emphasizing the projects and plans idealized and realized for the floodplains of the rivers Pinheiros and Tietê - and a practical analysis - by emphasizing the importance of the inter-relationship between the several elements of the system and the representation of the places strategically chosen: the mouth of the river Tamanduateí, the Bandeiras and Cruzeiro do Sul Bridges, the railway stations and the Ecological Park of Tietê. For this last one, we used methodological proceedings that took us to a semiotic reading, by considering the system as a sign and understanding the environmental perception by a phenomenological focus. Besides that, our investigation is complemented by an analysis of the natural design of the system in its several levels of coverage (metropolitan, regional and nation) and a history of the process of reintegration between cities and rivers (or bays or seas) initialized in the middle of the 20th century in the developed countries. 1 Actually the term corresponds to the marginal avenues which are popular known as marginal (ones). Once the adjective is not used on plural in English we decided to use the term marginals. 2 Related to São Paulo city. 3 The marginal avenues received this name for having occupied the original banks (margens) of the rivers.

Nesta tese, investigam-se os centros urbanos e o fenômeno da centralidade na atualidade, tendo Palmas, capital do Tocantins, como objeto empírico. Palmas foi estabelecida a partir de um plano urbanístico, de 1989, para uma população ainda inexistente. Seus preceitos de racionalidade projetual são transgredidos já em seus primeiros anos, quando adentra efetivamente na lógica capitalista de produção do espaço urbano, tendo a gestão pública como participante fundamental desse processo. Como decorrência, desencadeia o fenômeno da multicentralidade prematuramente. Seus centros urbanos surgem deflagrando as contradições sociais e estampam os conflitos de seu processo de urbanização. Enquanto seu centro principal evoca simbolicamente o poder e está alinhado aos interesses hegemônicos, seus subcentros populares revelam uma construção coletiva do espaço e ricas apropriações de seus espaços livres públicos, abrindo maiores possibilidades para a vivência urbana e contribuindo para a formação da cidadania. / This thesis investigates the urban centers and the phenomenon of centralities today, having Palmas, capital of Tocantins State, as the empirical object. Palmas was established, for a still non-existent population, from an urban plan of 1989. Its project rationality precepts are already transgressed in its early years, when it actually enters the capitalist logic of urban space production, and the public administration acts as a key participant in such process. As a result, it triggers the phenomenon of early multi centrality. Its urban centers arise triggering social contradictions, while exposing its urbanization process conflicts. While its main center symbolically evokes the power and is aligned to the hegemonic interests, its popular sub-centers reveal a collective construction of space and rich appropriations of its public open spaces, opening up greater possibilities for urban living and contributing to the formation of citizenship.

Submitted by SBI Biblioteca Digital (sbi.bibliotecadigital@puc-campinas.edu.br) on 2018-08-21T13:41:57Z No. of bitstreams: 1 TATIANA ELIZABETH DOMINGOS DE SOUSA.pdf: 20816232 bytes, checksum: fad426c0ce0d05b1741582b7e173c73c (MD5) / Made available in DSpace on 2018-08-21T13:41:58Z (GMT). No. of bitstreams: 1 TATIANA ELIZABETH DOMINGOS DE SOUSA.pdf: 20816232 bytes, checksum: fad426c0ce0d05b1741582b7e173c73c (MD5) Previous issue date: 2018-06-26 / Vale do Anhangaba? is a very specific public space and it is termed as residual in the central part of S?o Paulo city. It has been the object of many discussions, proposals, projects and interventions that have modified its landscape along the entire 20th century. This paper is aimed to understand the existing urban form in this Vale and its historical periods ? such as tea plantation, park, connection and roof slab from the reading of the morphological elements ? topography, urban layout, town square and buildings. The analysis of these elements, through the past urban intervention traces and socio-spatial processes that created the form, the function and the appropriation of the area, are based on the theoretical references of Jos? Garcia Lamas e Phillipe Panerai, the method of the perceptive legibility system of Kevin Lynch and the foundations of Gestalt Theory and the visual analysis of Gordon Cullen. The idea of this paper is to relate the understanding of urban forms and the reading of the covered space by the observer, in the dimensions of the street or the town square. The outcomes of this paper are to ponder over the possible ways to retake the public space form Vale. / O Vale do Anhangaba? ? um espa?o p?blico muito espec?fico e configurado como residual na ?rea central da cidade de S?o Paulo. Foi campo de in?meras discuss?es, propostas, projetos e interven??es que modificaram sua paisagem durante todo o s?culo XX. Este trabalho tem como objetivo entender a forma urbana existente neste Vale em seus per?odos hist?ricos ? como planta??o de ch?, como parque, como conex?o e como laje, a partir da leitura dos elementos morfol?gicos ? topografia, tra?ado urbano, espa?o aberto p?blico e edificado. A an?lise destes elementos, atrav?s dos vest?gios das interven??es urbanas passadas e dos processos socioespaciais que constitu?ram a forma, a fun??o e a apropria??o na ?rea, baseia-se nas refer?ncias te?ricas de Jos? Garcia Lamas e Phillipe Panerai, do m?todo do sistema perceptivo de legibilidade de Kevin Lynch, do crit?rio da teoria da Gestalt e da an?lise visual de Gordon Cullen. A ideia ? relacionar neste objeto de estudo a compreens?o das formas urbanas e a leitura do espa?o abrangido pelo observador, na escala da rua ou da pra?a. Busca-se, ao final da disserta??o, refletir sobre os caminhos poss?veis para a retomada do espa?o p?blico no Vale.

O trabalho analisa a cidade de Araguari, localizada na região do Triângulo Mineiro, Minas Gerais, a partir do processo de configuração do seu sistema de espaços livres de edificação. Apresenta-se o processo socioespacial de sua constituição, baseado em um resgate da evolução de sua forma urbana e dos determinantes físicos, políticos e econômicos que a moldaram. Avalia-se a gestão da paisagem urbana, seus atuais agentes de produção, e a urbanidade do sistema de espaços livres em duas escalas, da mancha urbana e das unidades de paisagem, orientada por quatro aspectos: adequação, centralidade, densidade e conectividade. Observou-se que a qualidade dos espaços livres em muito se difere nas diferentes unidades de paisagem da cidade, seja nos aspectos qualitativos, seja na distribuição, evidenciando uma clara disparidade centro-periferia. No entanto, é possível conferir à cidade um incremento de sua urbanidade a partir do reconhecimento e valorização de seu sistema de espaços livres, tanto na cidade consolidada, quanto nas novas áreas de urbanização. / The research analyzes the city of Araguari, located in the region of Triângulo Mineiro, Minas Gerais, from the process of your open spaces system configuration. It presents the socio-spatial process constitution, based on a bailout of the urban form evolution and the physical and economic determinants that have shaped. Assesses the management of the urban landscape, its current agents of production, and the open spaces system urbanity in two scales, the urban sprawl and the landscape units, guided by four aspects: adequacy, density, centrality and connectivity. It was observed that the open spaces quality much differs in different landscape units, either in qualitative aspects or distribution, showing a clear center-periphery disparity. However, it\'s possible give the city a urbanity increased from the recognition and appreciation of your open spaces system, both in the consolidated city, as the new developments.

Since 1960s, the scope of urban design broadened in a way that to control the formation process of urban space as a whole. In this respect urban coding became a distinct branch in urban planning as an integrating mechanism of planning and design processes. Thus, design control has become a crucial part of the development control systems especially in the western countries. Although the development legislation in Turkey as an urban coding system has various weaknesses about urban design and design control, it provides important tools to control urban form from macro scale to micro scale. Aim of this study is to analyze the capabilities and deficiencies of the development legislation in Turkey as a design control system. The mostly stated complaint about the planned areas in the cities of Turkey is the loss of diversity and peculiar character of settlements as a result of the homogenization of their spatial pattern, namely apartmentalization. This problem is basically related with the exclusion of urban design from the planning process. The planning approach in Turkey merely oriented to readjustment of property appropriate to small-scale development, ignoring the concerns in regard to urban design. Therefore, beyond a technical fault resulting from the legislation, this is an outcome iv of the way legal tools are used that does not realize the value of potentia l possibilities in the legislation. However, if the legal tools are used efficiently in an approach that bring the considerations of urban design into fore, it might be possible to come out with more satisfactory environments in terms of diversity and richness of urban space. This is the basic hypothesis examined in this study. In this context, firstly the relation between urban coding and design is investigated in its historical development and a hierarchical model for design control is defined. Then the development legislation in Turkey is evaluated in the frame of this model. Finally, territorial hierarchy of space is taken up as a design criterion and the capacity of legal tools in control of the transitional zones, which are critical elements of territorial hierarchy, is examined.

Western Anatolia witnessed a crucial and eventful period between the end of the 13th and the middle of the 15th centuries. The region stood in a critical position giving way to trade between East and West, located at the junction of the sea and land routes. This following study concentrates on a crucial aspect of Western Anatolia within these circumstances on the rise, through the 14th and 16th centuries. That is to say, this thesis focuses on the establishment and remodeling of the urban centers in Western Anatolia between the 14th and 16th centuries. In addition, it proposes an in depth analysis of one of these centers, namely Tire to further substantiate its theses on the making of these centers. The main argumentation of the dissertation is twofold. First, it asserts the influence of the socio-economic backgrounds of these urban centers, particularly the role of trade activities, trade relations, trade road and urban network in the making of these towns. Second, it asserts the influence of architectural constituents of urban form in the formation and transformation of these towns. Namely, it argues the role of particular architectural types, monuments that act as urban artifacts in urban development, the most significant of which are building groups in the form of k&uuml / lliyes or zaviyes. Accordingly, the thesis maintains that both trade, trade roads and urban network, related with the socio-economic backgrounds of the urban centers, and particular urban artifacts, that are the components of urban form, affect the making towns as physical entities. It claims that all these factors and the town at their intersection, are in a continuous intercourse and they steadily transform each other. Hence, the thesis endeavors to highlight and corroborate the interrelation of trade roads, urban form, and components of urban form, in regional, urban, and in architectural scale. In so doing, first it studies each of the themes separately within the general framework of Western Anatolian urban centers and next associates them particularly through the in depth analysis of Tire. In these lines, this thesis is an effort to interconnect and integrate the varied scholarly disciplines of social, cultural, economic history, urban geography and particularly architectural history through the explorations on urban space in general. It is also an undertaking to reveal the development and transformation of the urban space concentrating particularly on medieval Western Anatolia.

The aim of this thesis is to help understand the impact of street network configuration on travel behavior by modeling pedestrian travel to/from rapid transit rail stations. The primary goal is to determine whether and to what extent street connectivity is related to transit walk-mode shares and walking distances after controlling for population density, land-use mix, household income, and car ownership. The data are drawn from all the stations of Atlanta's rapid transit network (MARTA). The research shows that land-use mix and street connectivity around stations are significantly related to the decision to walk for transit. Importantly, the analysis reveals that station environments with higher street densities and more direct connections within 1, 0.5, and 0.25 mile radii are associated with higher proportion of walking shares among station patrons. Furthermore, the results of analyses for walk trip distances suggest that street networks with denser intersections and more linear alignments of road segments support greater walking distance thresholds. Overall, the findings confirm the hypotheses that well structured and differentiated street networks affect not only transit access/egress walk-mode shares but also the distance people are willing to walk to/from a station. Thus, this study provides some encouragement that effective policies designed to encourage new designs with the option to walk will actually support more sustainable cities in which transit systems can become integrated within urban culture.

Au cours des dernières décennies, l’important mouvement de déconcentration territoriale évoluant au sein de nombreuses métropoles à travers le monde a indéniablement su bouleverser leurs dynamiques territoriales, notamment en termes d’organisation spatiale des fonctions urbaines et de mobilité. Ce phénomène n’a pas manqué de susciter l’intérêt de nombreux auteurs, toutefois, face à la variété des facteurs d’influence et aux nombreuses spécificités locales, ces études se sont régulièrement révélées divergentes, voire contradictoires. Ainsi, de nombreuses incertitudes demeurent. La déconcentration des activités serait-elle en mesure de favoriser une meilleure adéquation des lieux de résidence et de travail au sein des territoires métropolitains? Quels en sont les conséquences sur les migrations alternantes? À l’heure où la mobilité constitue à la fois un facteur clé du développement des villes et un enjeu majeur quant aux ’émissions de GES et, alors que le mouvement de déconcentration demeure très actuel et poursuit sa progression, ce mémoire vise à enrichir le débat en proposant une étude basée sur l’analyse des plus récentes formes de distribution des activités métropolitaines en lien avec les caractéristiques de navettage, le tout dans une optique d’évaluation de la durabilité des déplacements. Le cas de Montréal, une métropole dont l’organisation spatiale a été considérée atypique en Amérique du nord, a été observé. L’analyse réalisée comprend trois grandes étapes. L’espace métropolitain montréalais a d’abord fait l’objet d’une caractérisation basée sur une typologie développée en France et basée sur divers critères reliés à la localisation emploi-résidence. Cette typologie a ensuite servi de base à une analyse des déplacements pendulaires, entre 2003 et 2008. Le portrait obtenu a finalement été opposé à celui résultant d’une analyse basée sur un découpage plus traditionnel « centre-banlieue-périphérie » de l’espace métropolitain. Les résultats suggèrent, à l’instar d’autres études, que la seule proximité des lieux d’emploi et de résidence ne suffit pas à favoriser des pratiques de navettage plus durables. D’un point de vue méthodologique, l’étude révèle également la pertinence des deux types d’approches proposés, de même que leur complémentarité. / Over the past decades, many cities have been facing an important decentralization movement resulting in major changes in territorial dynamics, especially in terms of spatial organization and mobility. Growing interest in these questions led many authors to investigate the subject. However, facing the wide variety of factors and the influence of local specificities, these studies regularly show diverging or even contradictory results. Hence, the real impact of the decentralization movement remains uncertain. Does decentralization improve home-work connections in metropolitan regions? What are the consequences of these reorganizations on commuting? Mobility is not only a key factor in the development of cities but it is also a key player in terms of GHG emissions. As the decentralization movement progresses, this study aims to analyze the most recent forms of distribution patterns in metropolitan activities with respect to commuting characteristics. It also aims to evaluate these tendencies in a sustainable perspective. The specific case of Montreal, considered atypical in North America in terms of spatial organization, will be observed. This study contains three main parts. First, the Montreal metropolitan area was characterized in relation to the typology developed in France. This methodology refers to criteria based on job and resident location. Second, using the established typology, an analysis of commuting between 2003 and 2008 gave a better understanding of major tendencies with respect to commuting within the metropolitan area. Finally, these results were opposed to a more traditional analysis, based on a centre-suburban-peripheral characterization. Results suggest that, as some previous studies showed, proximity of home and work locations on its own is not sufficient to induce more sustainable commuting patterns. On a methodological basis, this study showed the adequacy of combining multiple approaches as the two typologies employed in the present case revealed complementary results.